Railway car truck



March 5, 1946. K B. HAsl-:LTiNE RAILWAY GAR TRUCK Filed May l5, 1943 Inven for Hasel'rze Patented Mar. 5, 1946 UNITED STATES PATENT OFFICE nmwnr can. TRUCK Stacy B. Haseltlne,- La Grange, lll., assignor to W. H. Miner, Inc., Chicago, Ill., a corporation of Delaware Application May' 1s, 194s, serial No. 486,803

4 claims. (ci. 16s-197) a snubbing means comprising relatively slidable cooperating friction elements operating at opposite sides of the usual spring cluster of the truck, and accommodated in the space between the spring cluster and the vertical side walls yof the spring opening of the truck side frame, whereby the standard spring cluster may be employed without modification or substitution of other parts for any of the springs of the cluster.

A more specific object of the invention is to provide means of the character described in the preceding paragraph wherein the friction elements include rocking members actuated by compression of `the truck springs to press the same against cooperating friction elements with which they have sliding engagement.

Other objects of the invention will more clearly appear from the description and claims hereinafter following,

. In the drawing forming a part of this specification, Figure 1 is a top plan-view of a portion of Va railway car illustrating my improvements in connection therewith. Figure 2 is a vertical sectional view, corresponding to the line 2-2 of Figure 1. Figure 3 is a horizontal sectional view, corresponding substantially to the line 3--3 of Figure 2, but showing onlyvthe structure at the right hand side portion of Figure 2. Figure 4 is a top plan view of a rocking friction element of the improved device shown in Figures 1, 2, and 3. Figure 5 is a side elevational View of Figure 4, looking from left to right in said figure. Figure 6 is a front elevational view of Figure 4, looking upwardly in said figure. Figure 7 is a top plan view of a fixed friction element which cooperates with one of the rocking friction elements. Figure 8 is a side elevational view of Figure "I, looking from left to right in said figure. Figure 9 is a front elevational view of Figure 7, looking upwardly in said figure. Figure 10 is a plan view of a spring follower plate employed in my improved device as shown in Figures l, 2, and 3. Figure l1 is an edge view of Figure l0, looking from right to left in said figure.

on the bottom members I2-I2 of the side frames:

frame members of a railway car truck. The side frame II), as shown, is in the form of a casting and has top and bottom members I I and I2 connected by spaced vertical sections I3-I3 forming guides for the truck bolster. As will be understood by those skilled in this art, the truck in cludes two side frame members III-I0, and a truck bolster I4. The bolster I4 has its opposite ends guided between the vertical sections I3-Ii of the truck side frames III- I0 and is supportec by the springs I6-I6. As most clearly shown in Figure 2, the sections I3--I3 are inwardly offset at their upper end portionsto provide guides Il-II which cooperate with vguide seatsIB-Iii at the sides of the bolster I4. The truck illus-- trated in the drawing is of the spring plankless type and the truck springs are supported directly spring follower plate A, a pair of fixed friction elements B-B and a pair of rockable friction elements C-C which have sliding engagement with the xed friction elements and with which the truck springs cooperate topress the same against the xed elements.

The top spring plate A, which is relatively thick, is interposed between the upper ends of the springs IE-IS-IS-IS of each spring cluster and the corresponding end of the bolster I4. As shown in Figure 10, the plate A is cut out at opposite sides to provide seats 2li-'40 for a purpose hereinafter pointed out. provided with the usual spring centering bosses 2 I-2 I-2 I-2 I, which cooperate with the springs I6-I6-I6-I6 to center the same. As will be clear upon reference to Figures 1, 2, and 3, the spring follower plate A has the recesses thereof disposed at the opposite sides of the bolster I4. The fixed friction elements B-B are of like design, each being in the form of a heavy block having a longitudinally extending friction surface 22 of V-shaped transverse section on the inner side thereof. Each block B has a lateral enlargement 23 on the side thereof opposite to the friction surface thereof. This enlargement y is of substantially rectangular outline and fits snugly within a rectangular opening 24 in the wall of the vertical section I3 of the side frame member II), thus anchoring the friction element against movement with respect to the side frame member. As `will be seen upon reference to Figure 2, the fixed fric- In said drawing, I0 indicates one of the side u tion members B-B are disposed respectively at The plate A is further opposite sides of the spring cluster I8-I8 and are anchored to the opposed vertical sections Ill-I3 of the side frame. The fixed blocks B-B are preferably hollow, as shown, and are strengthened by horizontal transverse wall portions 25-2 5-25 connecting the side walls thereof.

The rocking friction elements C-C are of like design, each being in the form of a relatively heavy block comprising a plate section 26 having a longitudinally extending V-shaped outer friction surface 21 slidably fitting the V-shaped friction surface 22 of the corresponding fixed element B. At the upper end each element C has a laterally projecting flange 28 which extends inwardly from the plate section. The top surface of the flange 28 is inclined to the horizontal, upwardly away from the friction surface 21 of the element C. In other words, the angle between the friction surface 21 and the top surface of the flange 28 is slightly greater than a right angle. The inner side of the element C is reinforced by a vertically extending web 29 which is integral with the back of the plate section 26 and extends up to the ange 28. At opposite sides of the web 29 the element C is cut away, as indicated at 30--30, to provide clearance for the two springs Iii-I6 at the corresponding side of the truck side frame. The friction elements C-C are disposed at opposite sides of the spring cluster I6-I 6 with the flanges 28-28 thereof engaged in the `recesses 20-20 of the spring plate A and the friction surfaces 21-21 thereof seated against the friction surfaces 22-22 lof the fixed elements B-B. The shape of the flanges 28-28 is such as to fit the openings 2Il--28 of the plate A, that is, they are of square outline to seat in said openings, but sufl'lcient clearance is provided between each flange and the side and end walls of the seat to allow the flange to have relatively free rocking movement within the seat. The springs I6--I6 and Iii-I6 overlap the flanges 28-28 of the rocking elements C-C, the pair of springs at the right side kof Figures 1 and 2 overlapping the flange 28 of 'the friction element C at the right hand side of said figure and the pair of springs at the left side overlapping the fiange 28 of the friction element C at the left side. As will be evident, the flanges of the friction elements C-C are thus subjected to the pressure of the springs and the tendency is to rock these elements outwardly toward the fixed friction elements B--B to press the friction surfaces of the elements C and B into tight frictional engagement with each other. The plate section 26 of each element C is of lesser height than the distance between the top and bottom spring plates A and I9 at the time that; the springs Iii-I6 are in the expanded position shown in Figure'Z. The lower ends of the elements C-C are thus normally spaced from the top face of the lower spring plate I9. The clearance thus provided is sufiicient to permit of the required compre ssion of the springs in service. Engagement of the lower ends of the elements C--C withthe bottom spring plate serves to limit compression of the mechanism and prevents the springs from being unduly compressed.

The operation of my improved dampening device is as follows: Upon relative vertical movement of the bolster I4 with respect to the side frame I0, the coils of the cluster or group of springs Iii-I6 are compressed between the follower plates A and I9. At the same time the friction elements C-C are forced to slide relatively to the elements B-B, the elements C-C moving in unison with the bolster Il. A friction snubbing action is thus produced during compression of the springs. During recoil of the springs, the friction elements C--C move upwardly with the bolster I4, and due to frictional engagement with the elements B-B dampen the recoil action. During. both compression and expansion of the truck springs the friction elements are urged into tight frictional contact by the action of the springs which exert pressure on the anges 28-28 of the elements C--C to rock the latter outwardly toward the elements B-B. As will be evident, as the springs are being compressed the frictional resistance produced by the relative movement of the elements C--C and B-B is augmented due to the increased pressure of the springs on the arms or flanges 28-28. As the springs recoil, the frictional resistance is progressively reduced due to the reduction of the spring pressure on the rocking friction elements.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a railway car truck including a truck side frame, the combination with a vertically movable bolster; of a cluster of truck springs supporting said bolster; a spring follower plate interposed between said springs and the underneath side of th'e bolster. said plate having openings therethrough at opposite sides thereof; fixed friction members on said side frame below said bolster at opposite sides of said spring cluster; and vertically disposed friction plate elements having base flanges at their upper ends extending laterally inwardly therefrom and integral therewith, said base flanges being seated in the openings of said spring follower plate and having rocking engagement with the underneath side of the bolster, said anges being engaged by said springs and pressed toward the bolster.

2. In a railway car truck, the combination with a truck side frame member having top and bottom members and opposed, vertically extending sections connecting said members and between which the truck bolster is guided, said vertical sections having upper limiting stop shoulders; of a truck bolster vertically movable between said sections; a spring cluster supporting said bolster on the truck side frame, said spring cluster being accommodated between said vertically extending sectionsv of the side frame; a pair of fixed friction blocks at opposite sides of the spring cluster below said bolster, said blocks being shouldered at their lower ends against the bottom member, each block having a flange engaging the upper stop shoulder of the corresponding vertically extending section of the side frame; vertically extending friction surfaces on the inner sides of said blocks; and a pair of friction-elements having depending plate sections and base iianges at their upper ends rigid therewith, said base flanges being interposed between the bolster and said spring cluster and being pressed against said bolster by the springs of said cluster, said base flanges having rocking engagement with the underneath side of the bolster, and said plate sections being in sliding engagement with the friction surfaces of said fixed blocks.

3. In a, railway car truck, including a truck side frame having top and bottom members con.. nected by laterally spaced vertical sections. the

combination with a vertically movable bolster guided between said vertical sections: of a cluster of truck springs interposed between said bottom member and the bolster; separate 'xed friction members on said truck side frame at opposite sides of said spring cluster, disposed'below said bolster and buttressed against said vertical secfriction members, said arms of the rocking elements being forced against said friction members 'by the' expansive action of said spring cluster.

4. In a Arailway car truck, including a vtruck side frame having top' and bottom membersl connected by laterally spaced vertical sections, the combination with a vertically movable bolster guided between said vertical sections; of a cluster cil' of springs supporting said bolster on the truck side frame; a pair of fixed friction members on the truck side frame at opposite sides of the spring cluster below said bolster and buttressed against said vertical sections respectively, said friction members having vertically extending friction surfaces onthe inner sides thereof, each friction member having the lower end thereof seated on said bottom member of the side frame, said friction members and vertical' sections having shouldered engagement with each other to hold said friction members against upward displacement;

and a. pair of friction elements at oppositesides of the spring cluster, each element having a rocker base flange integral therewith, and a depending friction portion having a longitudinally extending friction surface in sliding frictional engagement with the friction surface of the corresponding ilxed friction member, said base flanges of said elements being interposed between the underneath side of the bolster and the spring cluster and having rocking engagement with-the underneath surface of said bolster.

STACY B. HASELTINE. 

